Electric railway-signal



'PATENTED JAN. 26, 1904.

W. v. MOAK. ELECTRIC RAILWAY SIGNAL.

APPLICATION TILBDDEO. 8, 1902.

H0 MODEL. 2 SHEETS-SHEET 1.

Ws LIZ/6211307.

THE noqms PETERS c0. vunm urno. WASHINGTON, n. c.

No. 750,296. PATENTED JAN. 2 1904. W. v. MOAK.

ELECTRIC RAILWAY SIGNAL.

I 4 APPLICATION FILED DEC. 8, 1902. N0 MODEL. V 2'SHEETS-SHEBT 2.

WITNESSEE INVE NTOR Patented January 26, 1904.

PATENT OFFICE.

WILLIAM V. MOAK, OF ALBANY, NEW YORK.

ELECTRIC RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 750,296, datedJanuary26, 1904.

i I Application filed December 8, 1902. Serial No. 134,289- (NO111011810 To all, whom, it may concern:

Be it known thatI, WILLIAM V. MoAK, a citizen of the United States ofAmerica, and a resident of the city and county of Albany and State ofNew York, have invented certain new and useful Improvements in ElectricRailway-Signals, of which the following is a specification.

My invention relates to electric railway-signals operated by relays; andthe objects of my invention are to construct a railway-signal which willbe operated automatically by trains entering and leaving the block whichthe signal is to clear and which shall be simple and economical ofconstruction, positive of action, unaffected by variations of weather ortemperature, and may be operated at a considerable distance from thesignal. I attain these objects by means of the mechanism illustrated inthe accompanying drawings, in which Figure 1 is a front view of theoperating mechanism of my signal with the cover removed, together with aplan view of the railway-tracks and relays for operating the signal.Fig. 2 is a vertical section of the operating mechanism at X X, Fig. 1.Fig. 3 is an enlarged view of the compound trip-lever. Fig. i is a sideView of the circuit-breaker. Fig. 5 is a plan view of thecircuit-breaker.

Similar characters refer to similar parts throughout the several views.

A is the signal-blade, which is displayed in the usual position elevatedon a pole by the side of a railway-track. The signal-blade A is mountedupon the shaft B and is attached to and turns with the said shaft.

Attached to the blade A or formed by an extension thereof is theoverbalance (I, extending on the opposite side of the shaft B and ofsufficient weight that when left free to act it will raise and hold theblade A in a horizontal position, as shown in Fig. 1, which is thenormal position for the blade. The projection or knob N, Fig. 1, acts asa stop toprevent the overbalance C from descending so far as to raisethe blade above the horizontal position, and the projection M, Fig. 2,acts as a stop to prevent the blade A dropping or descending too far inthe other direction when acted upon by the wheel D, as hereinafterdescribed.

D is a wheel mounted loosely on the shaft B and provided with cogs K inits periphery, which mesh with the cogs K of the wheel J The wheel D isalso provided with projections or catches (Z (Z d, arranged upon oneside of said wheel at regular intervals.

E E is a compound lever acted upon at each movement or trip of the wheelD and called a compound trip-lever. It is composed of two parts E and E,joined together by the pivot e, the part E turning upon the pivot c andthe part E being provided with the elongated slot 6 and adapted to slidealong and turn upon the pivot 0 so that the whole lever may take theposition indicated by the dotted lines, Figs. 1 and 3.

F is an armature composed of soft magnetic iron and is attached to thelower end of part E of the compound trip-lever and arranged so that whenthe said lever is straight, as shown in Fig. 1, the armature F will restin contact with the electromagnet S.

Gr and G are two motors mounted on opposite ends of the shaft H in suchpositions that both motors cannot at the same time stop on adead-center, so that when the electric current is turned on one or theother motor is sure to start. Upon the shaft H between the two motors isthe worm screw-thread I, which meshes with the worm-teeth on theperiphery of the wheel J, which is mounted stationary on the shaft L andadapted to turn said shaft. J is a Wheel of smaller diameter alsomounted stationary on said shaft L and is turned by said shaft, or itmay be attached to or a part of said wheel J, revolving with it, butwith a periphery of less diameter, for the purpose of transmitting morepower. The periphery of the wheel J is provided with cogs K, adapted tomesh with the cogs K on the wheel D.

, P is a circuit-breaking spring attached to the inside of the coveringor box inclosing the wheel D and the other operating mechanism. Thecircuit-breaking spring P may be of any desired construction, as the twospring-wires p 19, arranged to be operated by the circuit- .breaking armR. The circuit-breaking arm R is fixedly attached to the shaft B and insuch position and so arranged that when the shaft B revolves it carriesthe circuit-breakin'g arm R around until its end 1, composed ofnon-conducting material, comes between the wire springs 19 p andseparates them, thus breaking the circuit.

T is a block or support, of any desired form or material, fixedlyattached to the shaft B and revolving with said shaft and to which thecompound trip-lever E E is attached by the bolts or pins 6' and 6 actingas the stationary pivots of the respective component parts of saidlever, the said lever being carried by said block T as the same revolveswith the shaft B. Said block T also supports and carries the magnet S.

W is a railway-track divided into blocks of any desired length.

0 is a track-relay battery, and Q is a second track-relay battery,situated in the first block. A section of one of the rails of therailway-track opposite each battery is insulated. The track-relays maybe constructed in the usual manner and are designated in theaccompanying drawings as 1 and 2. No. 3 is the signal-relay.

The action of the system of relays in connection with the signal is asfollows: Relay No. 1, the armature of which has two separate contacts,is connected to the first section of the insulated rail and is keptnormally closed by the current of battery 0, which is connected to thesame section of the insulated rail, as shown by the drawings. When atrain touches that insulated section of the rail to which relay 1 andbattery 0 are connected, as shown by the drawings, battery 0 isshort-circuited through the axles of the carwheels, thus depriving relay1 of the current of battery 0, thereby permitting armature 8- of relayNo. 1 to be withdrawn by means of a spring or force of gravity from themagnets and coming in contact with the connection-points, (designated as6 and 7,) thus making a double connection, as shown in the drawings.double connection having been made by relay 1, a circuit from battery 5is completed, running through armature'12 in relay 2, throughlever-magnetS in the signal, and through signal-relay 3, magnetizinglever-magnet S in the signal for the purpose heretofore described andmagnetizing the magnets of signal-relay 3 for the purpose hereinafterdescribed. The magnets of relay 3 becoming thus magnetized, armature 10of relay 3 is drawn toward the magnets coming in contact withcontact-point 9, as shown in the drawings, thus permitting the circuitof battery 4 to be completed byarmature 8,.relay 1 touchingcontact-point 6, which it does when battery 0 is short circuited. Thiscircuit of battery 4:, running through armature 8 in relay 1 andarmature 10 in relay 3, operates the motors G and G. When the trainleaves the This first section of the insulated track, in which islocated relay 1 and battery 0, the circuit of battery 0 is againcompleted through relay 1, armature 8 being draw'n'away fromcontactpoints 6 and 7 thereby breaking the circuit of battery 5. Relay 2is a tripple-pointed relay, as shown in the drawings, and performs thesame function for the succeeding signal that relay 1 does for the firstor immediate signal. When the train strikes the second section of theinsulated rail, in which is located battery Q and relay 2, battery Q isshort-circuited through the axles of the wheels, thereby demagnetizingrelay-magnet 2 and permitting the armature 12 to be withdrawn by springor force of gravity from the magnets and contact-point 11, therebybreaking circuit of battery 5, demagnetizing lever-magnet S, andpermitting the signal to resume its normal position, as heretoforedescribed, and making it impossible for any circuit to be made throughrelay 2 so long as the train remains in the second section of theinsulated track, thereby showing to an approaching train that the trackis not clear, as indicated by the wing of the signal failing to dip whenthe approaching train strikes the first section of the insulated track.

The operation of my invention is as follows: When the train enters theblock at the point from which the signal is to clear opposite thebattery 0, if the track is clear for the space which signal is toprotect an electrical connection is made, the current passing to themagnet S. The same is set and the armature F held firmly against it. Atthe same time the current starts the motors G and G. These motors turnthe shaft H and the worm 1,

which turns the wheel J, which turns the shaft L, which turns the wheelJ which turns the wheel D. As the wheel D revolves one of theprojections or catches (Z comes in contact with the compound trip-levernear the upper end of E. M The lever being held rigid by the armature Fbeing held firmly against the magnet S, the wheel D carries the lever inits straight position, together with the block T and shaft B, arounduntil the signal-blade A strikes the stop M,Fig. 2, and is in theposition shown by the dotted lines in Fig. 1, indicating safety for thetrain to proceed. By the time the signal-blade has reached this positionthe circuitbreaking arm R has reached the spring circuit-breaker P andbroken the circuit, so as to cut off the current from the motors (ur Ur.The magnet S remains set and holds the compound lever rigid until thetrain passes the second relay-battery Q, where it cuts off the currentfrom the magnet S, and the magnet S thereupon releases the armature F,and the overbalance C .pressing the end of lever against the catch d thetwo parts of the lever will turn upon the pivots e, e, and c and thelever will take the position shown by the dotted lines, Figs. 1 and 3,so that the end of the lever will slip under the catch (Z and the lsignal-blade will assume its horizontal position, the same operationbeing repeated upon the approach of each train, the following catch dacting upon the lever ateach succeeding operation. If the train has notpassed the second relay-battery Q and relay V, the device will notoperate, showing that the track is not clear.

Constructed in this way the signal may be operated from any desireddistance, the action will always be positive, the operating mechanismmay be readily housed in and protected with suitable covering and notaffected by changes in the weather or temperature, and the wholeapparatus constructed and maintained with the least expense and greatestefiiciency. v

What I claim as my invention, and desire to secure by Letters Patent, isI V 1. In an electric railway-signal operated automatically by means oftrack-relays; a compound lever mounted fixedly on the semaphore-shaft;said compound lever being composed of two parts pivoted together attheir adjacent ends, each part turning on its separate stationary pivot;adriVing-wheel loosely mounted on said semaphore-shaft and adapted toengage said lever; an electromagnet also fixedly mounted upon saidsemaphore shaft controlling said lever, in combination with an electricmotor operating said drivingwheel and electrical circuits controllingsaid motor and said magnet by means of said track-relays, substantiallyas described and for the purposes set forth.

2. In an electric signal for railways, a signal-blade mounted fixedlyupon the sema phore-shaft; a driving-wheel mounted loosely upon saidshaft; a compound lever, composed of two parts pivoted together at theiradjacent ends and each part turning on its separate pivot, mountedfixedly upon said shaft; an electromagnet also mounted fixedly upon saidshaft; said electromagnet adapted to control said compound lever andwhen magnetized to hold said compound lever rigid; projections onv saiddriving-wheel adapted to engage'said compound lever when the same isheld rigid by the electromagnet and not otherwise; one or more electricmotors mounted upon another shaft and adjusted not to stop on adead-center; means for operating said driving-wheel by said motors;electrical circuits connecting said motors and said magnet with thetrackrelays, whereby said motors and said magnet will be controlled bysaid track-relays and operated automatically by passing trains,substantially as described and for the purposes set forth.

3. An electrical railway-signal consisting ofa signal-blade mountedfixedly upon a shaft;

a driving-wheel provided with catches and shaft and adapted to beengaged by said catches, when the compound lever is rigid and straight;an armature of soft iron attached to one end of said compound lever andadapted to come in contact with an electromagnet; an electromagnetcontrolling said compound lever and holding it rigid and straight whenmagnetized and releasing it when demagnetized; an electrical circuitthrough said electromagnet and a signal-relay said circuit beingcontrolled by the track-relays; a motor mounted upon another shaft; anelectrical circuit through said motor controlled by a track-relay;intermediate connections for operating said driving-wheel by said motor;a signalrelay; two or more track-relays arranged and adapted to beoperated by the passing train, substantially as described and for thepurposes set forth.

4. In an electrical railway-signal, adapted to be operated automaticallyby means of passing trains; a signal-blade mounted fixedly upon a shaft;an over-balance on the opposite side of said shaft adapted to hold saidsignal-blade in a horizontal position when the mechanism of said signalis not acted upon by an electrical current; a driving-wheel mountedloosely upon said shaft; one or more catches upon said wheel adapted toengage a compound lever mounted fixedly upon said shaft and thereby torevolve said shaft, moving said signal-blade from its horizontalposition; an electromagnet revolving with said shaft and adapted to holdsaid shaft in position when magnetized and to release the same whendemagnetized; an electrical circuit controlled by a trackrelay throughsaid electromagnet; a circuit-breaking arm fixedly mounted upon saidshaft and arranged and adapted to come in contact with acircuit-breaking spring when said shaft revolves; a circuit-breakingspring adapted to be acted upon by said current-breaking arm, and whenso acted upon to break the motorcircuit; one or more motors mounted uponanother shaft; means for operating said drivingwheel by means of one ormore intermediate gear wheels and shafts, in combination with twotrack-relays and one signal-relay and an electrical circuit controlledby a track-relay through the armature connection in the signal-relay tosaid motors, which track-relays are operated automatically by means ofpassing trains, substantially as described and forthe purposes setforth.

5. In an electric railway-signal, two insulated sections of the rail; anelectric battery connected to each of said insulated sections; twotrack-relays one connected to each of said sections and operated by thecurrent of said batteries automatically by means of" passing trains; anelectric railway-signal and means for operating the same by an electricmotor; an electric motor adapted to operate the same; an electromagnetcontrolling said signal; a signal-relay and an electric batteryconnected with said signal relay; an electric circuit through saidsignal-relay and the said electromagnet and controlled by saidtrack-relays; substantially as described and for the uses and purposesheretofore set forth.

6. In a system of electric railway-signals, a railway divided intosignal-blocks; two insulated sections of the rail in each signal-block;an electric battery connected to each section of insulated rail; twotrack-relays one connected to each of said insulated sections of eachblock and operated by the current of said batteries automatically bymeans of passing trains; the second section of each individualsignal-block being the first section of the following or succeedingblock; the second-section track-relay of each individual signal-blockbeing the first-section track-relay in the following or succeedingblock; an electric railway-signal located in each block; anelectromagnet controlling the action of the signalblade of each signal,electrical connection from the second-section track-relay of theimmediate semaphore to the following or succeeding semaphore; asignal-relay and a battery conling the motor-circuit, substantially asdescribed and for the uses and purposes heretofore set forth.

Signed by me at Albany, New York, this 29th day of November, 1902.

WILLIAM V. MOAK.

W'itnesses:

WALTER E. WARD, LOTTIE PRIOR.

